March 2018
High Speed Two (HS2) LimitedTwo SnowhillSnow Hill QueenswayBirmingham B4 6GA
08081 434 [email protected]
High Speed Rail(West Midlands - Crewe)Supplementary Environmental Statement and Additional Provision Environmental Statement
Volume 5: Technical appendices
G29
Transport assessment addendum (TR-001-000)
G29
Transport assessment addendum (TR-001-000)
March 2018
High Speed Two (HS2) LimitedTwo Snowhill
Snow Hill QueenswayBirmingham B4 6GA
08081 434 [email protected]
High Speed Rail (W
est Midlands - Crew
e) Environmental Statem
entVolum
e 2: Comm
unity Area report
E13 G29
Transport assessment addendum (TR-001-000)
High Speed Rail(West Midlands - Crewe)Supplementary Environmental Statement and Additional Provision Environmental StatementVolume 5: Technical appendices
High Speed Two (HS2) Limited, Two Snowhill Snow Hill Queensway Birmingham B4 6GA
Telephone: 08081 434 434
General email enquiries: [email protected]
Website: www.gov.uk/hs2
A report prepared for High Speed Two (HS2) Limited:
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Contents
1 Introduction 1
1.1 Structure of the transport assessment addendum 1 1.2 Scope and methodology 1
2 CA1 Fradley to Colton 2
2.1 SES changes and amendments 2 2.2 Existing baseline 3 2.3 Assessment methodology 5 2.4 Future baseline 5 2.5 Construction description 8 2.6 Assessment of construction impacts 13 2.7 Operation description and assessment of operation impacts 18
3 CA2 Colwich to Yarlet 19
3.1 SES changes and amendments 19 3.2 Existing baseline 19 3.3 Assessment methodology 19 3.4 Future baseline 20 3.5 Construction description 20 3.6 Assessment of construction impacts 23 3.7 Operation description and assessment of operation impacts 25
4 CA3 Stone and Swynnerton 26
4.1 SES changes and amendments 26 4.2 Existing baseline 26 4.3 Assessment methodology 26 4.4 Future baseline 27 4.5 Construction description 27 4.6 Assessment of construction impacts 30 4.7 Operation description and assessment of operation impacts 33
5 CA4 Whitmore Heath to Madeley 35
5.1 SES changes and amendments 35 5.2 Existing baseline 35 5.3 Assessment methodology 35 5.4 Future baseline 35 5.5 Construction description 35 5.6 Assessment of construction impacts 36 5.7 Operation description and assessment of operation impacts 37
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6 CA5 South Cheshire 38
6.1 SES changes and amendments 38 6.2 Existing baseline 38 6.3 Assessment methodology 38 6.4 Future baseline 39 6.5 Construction description 39 6.6 Assessment of construction impacts 44 6.7 Operation description and assessment of operation impacts 44
7 Route-wide and off-route assessment 45
7.1 Introduction 45
8 References 46
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1 Introduction 1.1 Structure of the transport assessment addendum
1.1.1 This document is an addendum, which forms part of Volume 5 of the Supplementary Environmental Statement (SES) and Additional Provision Environmental Statement (AP ES).
1.1.2 This addendum provides an update to the Transport Assessment (TA) presented in the High Speed Rail (West Midlands - Crewe) Environmental Statement (ES)1 published in July 2017 (the main ES), as a result of SES changes and AP amendments, assessed as part of the SES and AP ES. This update should be read in conjunction with main ES Volume 5: Appendix TR-001-000 (the main TA).
1.1.3 This addendum covers the following community areas (CAs) as well as route-wide and off-route assessment:
CA1 Fradley to Colton;
CA2: Colton to Yarlet;
CA3: Stone and Swynnerton;
CA4: Whitmore Heath to Madeley; and
CA5: South Cheshire.
1.2 Scope and methodology
1.2.1 The assessment methodology is described in Section 3 of the main TA. It should be noted that where text, tables or figures are not discussed, they are unchanged from the main TA. Where not specifically stated, all paragraph, table and figure references are references to the main TA.
1.2.2 In this report the scheme is referred to as the AP revised scheme, which is the original scheme (i.e. the Bill scheme submitted to Parliament in July 2017, which was assessed in the main ES) as amended by the SES changes and amendments.
1 HS2 Ltd (2017), High Speed Rail (West Midlands-Crewe) Environmental Statement, https://www.gov.uk/government/collections/hs2-phase-2a-environmental-statement.
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2 CA1 Fradley to Colton 2.1 SES changes and amendments
2.1.1 The original scheme is described in Section 6 of the main TA.
2.1.2 The SES changes and amendments relevant to traffic and transport in the Fradley to Colton area are listed as follows:
SES-001-001: Provision of a new railway systems compound at Stockwell Heath cutting satellite compound. The Bill provides for land to be acquired temporarily for establishment of the Stockwell Heath cutting satellite for civil engineering works. This SES change provides for a new railway systems compound to be provided within the footprint of the Stockwell Heath cutting satellite compound on completion of the civil engineering works;
Changes to a railway systems compound: Since the submission of the Bill further information relating to the construction methodology of the installation of a slab track formation and hydraulically bound layer has meant
that there is a need to change the operational characteristics of one railway systems compound in the Fradley to Colton area. The change to this compound relates to: change to the operational period (duration and start/end date); change in the number of railway system workers (peak and/or average); and change in railway systems construction traffic numbers (HGV and cars/LGV) or duration of traffic. Whilst the changes to the construction
methodology of the installation of a slab track formation and hydraulically bound layer have the potential to increase the number of railway systems HGV movements these are generally later in the construction programme than civil engineering HGV movements. Any increase in traffic due to these changes will generally be relatively small in comparison to the peak level of traffic generated by the civil engineering works. As there is no increase for one compound and only a small increase in peak traffic levels for the other compound in this area, it is not expected that there will be any materially different traffic impacts on the road network compared to those reported in the main TA;
AP-001-003: Additional land permanently required for a new site haul route and HS2 maintenance access route from Pipe Lane and modifications to existing highways. The modifications include the provision of a new permanent site haul route and HS2 maintenance access route, approximately 470m in length, from Pipe Lane towards the Pipe Ridware embankment. During construction, this will be used for construction traffic, and upon completion it will be retained to provide maintenance access, avoiding Pipe Ridware. Construction works will also include the widening of Common Lane
and a section of Pipe Lane. Approximately 4km of the site haul route, between
Common Lane and the B5014 Uttoxeter Road (near Blithbury) will also be upgraded to accommodate construction traffic. The temporary modifications along the B5014 Ridware Road/Uttoxeter Road proposed in the hybrid Bill, which included the provision of six passing bays along Common Lane and B5014 Ridware Road/Uttoxeter Road and the provision of temporary control
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points on the north-western and eastern approaches to Hill Ridware are no longer required and are removed; and
Corrections to the main ES: Corrections to four railway systems compounds although there is no material increase in traffic levels compared to those reported in the main TA.
2.2 Existing baseline
2.2.1 Baseline conditions are described in Section 5.3 of the main TA.
2.2.2 Common Lane between the B5014 Uttoxeter Road and Pipe Lane will be affected by the amendment (AP-001-003) as a result of the provision of a new site haul route and HS2 maintenance access route. Therefore, baseline traffic flows and junction performance at both junctions are reported in this addendum.
Baseline traffic flows
2.2.3 Table 3 of the main TA provided baseline traffic flows for local roads in the area. There is one addition to Table 3, Common Lane between the B5014 Uttoxeter Road and Pipe Lane.
Table 3: Fradley to Colton strategic and primary road network 2016 baseline flows (vehicles)
Location Direction2 2016 baseline AM peak (08:00 - 09:00)
2016 baseline PM peak (17:00 - 18:00)
2016 AADT3
All vehicles HGV All vehicles HGV All vehicles
HGV
Common Lane (between B5014
Uttoxeter Road and Pipe Lane)
NB 15 1 21 1 210 15
SB 30 1 18 1 274 15
Junction operation
B5014 Uttoxeter Road/Common Lane
2.2.4 This junction is a three-arm priority controlled (give way) T-junction with no controlled pedestrian crossing facilities. The existing operation of the junction has been assessed for the AM and PM peak hours as shown in Table 34.1.
2 NB = northbound; SB = southbound 3 AADT – Annual Average Daily Traffic represents the average daily traffic flow on the link
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Table 34.1: 2016 baseline performance at B5014 Uttoxeter Road/Common Lane junction
Approach Flow, PCU4/hr RFC5 Queue, PCU 2016 AM (08:00 - 09:00) baseline results
Common Lane (Left+Right) 30 0.05 0
B5014 Uttoxeter Road (S) (Ahead+Right) 22 0.04 0
B5014 Uttoxeter Road (S) (Ahead) 132 - -
B5014 Uttoxeter Road (N) (Left) 0 - -
B5014 Uttoxeter Road (N) (Ahead) 215 - -
2016 PM (17:00 - 18:00) baseline results
Common Lane (Left +Right) 20 0.03 0
B5014 Uttoxeter Road (S) (Ahead+Right) 26 0.04 0.1
B5014 Uttoxeter Road (S) (Ahead) 162 - -
B5014 Uttoxeter Road (N) (Left) 3 - -
B5014 Uttoxeter Road (N) (Ahead) 84 - -
2.2.5 The junction traffic model shows that this junction operates well within capacity in the AM and PM peak hours with minimal queuing on all approaches.
Common Lane/Pipe Lane
2.2.6 This junction is a three-arm priority controlled (give way) T-junction with no controlled pedestrian crossing facilities. The existing operation of the junction has been assessed for the AM and PM peak hours as shown in Table 34.2.
4 PCU – Passenger Car Unit, a measure used to represent mixed traffic in a standard format based on a car as the common unit 5 RFC – Ratio of Flow to Capacity, a measure of the level of service at non-signalised traffic junctions
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Table 34.2: 2016 baseline performance at Common Lane/Pipe Lane junction
Approach Flow, PCU/hr RFC Queue, PCU 2016 AM (08:00 - 09:00) baseline results
Pipe Lane (W) (Ahead+Right) 15 0.03 0
Pipe Lane (E) (Ahead+Left) 2 0 0
Pipe Lane (E) (Left) 22 - -
Common Lane (Left) 5 - -
Common Lane (Ahead) 11 - -
2016 PM (17:00 - 18:00) baseline results
Pipe Lane (W) (Ahead+Right) 5 0.01 0
Pipe Lane (E) (Ahead+Left) 5 0.01 0
Pipe Lane (E) (Left) 16 - -
Common Lane (Left) 0 - -
Common Lane (Ahead) 22 - -
2.2.7 The junction traffic model shows that this junction operates well within capacity in the AM and PM peak hours with minimal queuing on all approaches.
2.3 Assessment methodology
2.3.1 The assessment methodology is described in Section 3 of the main TA with specific details and exceptions outlined in Section 7.2 of the main TA. This section of the TA is unchanged.
2.3.2 The construction assessment considers the traffic and transport impacts in the peak month of construction activity at each location, based on the proposed phasing of construction works. The assessment also includes cumulative impacts arising from construction in the adjoining community areas as well as movements through the area.
2.4 Future baseline
2.4.1 Future baseline traffic and transport conditions are described in Section 7.2 of the main TA.
2.4.2 Table 105 in the main TA summarises the 2023, 2027 and 2041 AM (08:00 - 09:00) and PM (17:00 - 18:00) peak future baseline traffic flows for local roads, in comparison to the 2016 baseline flows, where it is expected that there is the potential for a substantial impact either during construction or the operation of the original scheme. There is one addition to Table 105, Common Lane between the B5014 Uttoxeter Road and Pipe Lane.
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Table 105: Strategic and primary road network AM peak hour (08.00 – 09.00) and PM peak hour (17.00 – 18.00) future baseline traffic flows
Location Direction6 AM (08:00 – 09:00) PM (17:00 – 18:00) 2016 2023 2027 2041 2016 2023 2027 2041 Veh HGV Veh HGV Veh HGV Veh HGV Veh HGV Veh HGV Veh HGV Veh HGV
Common
Lane
(between
B5014
Uttoxeter
Road and
Pipe Lane)
NB 15 1 17 1 18 1 20 1 21 1 24 1 25 1 28 1
SB 30 1 33 1 34 1 38 1 18 1 20 1 21 1 24 1
Junction operation – future baseline
B5014 Uttoxeter Road/Common Lane
2.4.3 The future baseline performance of this junction and the results for the AM and PM peak hours are shown in Table 139.1. As the junction is not affected by the operation of the AP revised scheme, future baseline results are presented for 2023 only (with and without HS2 Phase One construction traffic).
6 NB = northbound; SB = southbound
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Table 139.1: Future baseline performance B5014 Uttoxeter Road/Common Lane junction
Approach Flow, PCU/hr
RFC Queue, PCU
Flow, PCU/hr
RFC Queue, PCU
Flow, PCU/hr
RFC Queue, PCU
2016 AM 2023 AM 2023 future baseline with Phase One - AM
Common Lane (Left+Right) 30 0.05 0 34 0.06 0 69 0.13 0
B5014 Uttoxeter Road (S)
(Ahead+Right) 22 0.04 0 25 0.04 0 71 0.12 0
B5014 Uttoxeter Road (S)
(Ahead) 132 - - 148 - - 139 - -
B5014 Uttoxeter Road (N)
(Left) 0 - - 0 - - 0 - -
B5014 Uttoxeter Road (N)
(Ahead) 215 - - 242 - - 244 - -
2016 PM 2023 PM 2023 future baseline with Phase One - PM
Common Lane (Left+Right) 20 0.03 0 22 0.04 0 51 0.09 0
B5014 Uttoxeter Road (S)
(Ahead+Right) 26 0.04 0.1 31 0.05 0 69 0.11 0
B5014 Uttoxeter Road (S)
(Ahead) 162 - - 181 - - 174 - -
B5014 Uttoxeter Road (N)
(Left) 3 - - 3 - - 3 - -
B5014 Uttoxeter Road (N)
(Ahead) 84 - - 94 - - 98 - -
2.4.4 The junction traffic model shows that this junction operates within capacity in the AM and PM peak hours with minimal queuing on all approaches.
Common Lane/Pipe Lane
2.4.5 The future baseline performance of this junction and the results for the AM and PM peak hours are shown in Table 139.2 of the main TA. As the junction is not affected by the operation of the AP revised scheme, future baseline results are presented for 2023 only (with and without HS2 Phase One construction traffic).
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Table 139.2: Future baseline performance Common Lane/Pipe Lane junction
Approach Flow, PCU/hr
RFC Queue, PCU
Flow, PCU/hr
RFC Queue, PCU
Flow, PCU/hr
RFC Queue, PCU
2016 AM 2023 AM 2023 future baseline with Phase One - AM
Pipe Lane (W)
(Ahead+Right) 15 0.03 0 17 0.03 0 17 0.03 0
Pipe Lane (E) (Ahead+Left) 2 0 0 2 0 0 2 0.00 0
Pipe Lane (E) (Left) 22 - - 25 - - 60 - -
Common Lane (Left) 5 - - 6 - - 6 - -
Common Lane (Ahead) 11 - - 12 - - 48 - -
2016 PM 2023 PM 2023 future baseline with Phase One - PM
Pipe Lane (W)
(Ahead+Right) 5 0.01 0 6 0 0.01 14 0.03 0
Pipe Lane (E) (Ahead+Left) 5 0.01 0 6 0 0.01 6 0.01 0
Pipe Lane (E) (Left) 16 - - 18 - - 46 - -
Common Lane (Left) 0 - - 0 - - 0 - -
Common Lane (Ahead) 22 - - 25 - - 53 - -
2.5 Construction description
2.5.1 Changes reported in this section include changes in the routeing of construction traffic associated with the provision of the new site haul route and HS2 maintenance access route from Pipe Lane towards the Pipe Ridware embankment and changes and corrections associated with railway systems compounds. These are set out in replacement and amendments to Tables 140, 141 and 142 below.
Compounds and construction sites
2.5.2 Table 140 shows the assumed workforce at each of the construction sites. Table 140 fully replaces Table 140 in the main TA to show specifically the use of compounds by railway systems workers.
2.5.3 Table 140 includes railway systems compounds at Pyford North embankment satellite compound, Pipe Ridware embankment satellite compound, Blithbury crossovers satellite compound, Newlands Lane auto-transformer feeder station satellite compound and Stockwell Heath cutting satellite compound.
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Table 140: Assumed workforce at construction sites in the Fradley to Colton area
Compound type
Location Total number of workers
Number of workers (peak)
Number of staff
Average Peak
Satellite Pyford Brook viaduct satellite compound 8 12 8 2
Satellite Pyford North embankment satellite compound
(including Bourne Brook auto-transformer station
satellite compound), civil engineering works
20 30 20 5
Pyford North embankment satellite compound
(including Bourne Brook auto-transformer station
satellite compound), railway system works
32 53 46 7
Satellite Bourne embankment satellite compound 32 48 32 8
Satellite River Trent viaduct satellite compound 44 66 44 11
Satellite Pipe Ridware embankment satellite compound
(including Pipe Ridware auto-transformer station
compound), civil engineering works
24 36 24 6
Pipe Ridware embankment satellite compound
(including Pipe Ridware auto-transformer station
compound), railway systems works
26 38 37 4
Satellite Blithbury crossovers satellite compound 8 13 12 1
Satellite Blithbury Central cutting satellite compound 24 36 24 6
Satellite Blithbury North cutting satellite compound 56 84 56 14
Satellite Newlands Lane auto-transformer feeder station satellite
compound
39 73 66 16
Satellite Stockwell Heath cutting satellite compound, civil
engineering works
20 30 20 5
Stockwell Heath cutting satellite compound, railway
systems works
23 40 34 6
Satellite Moreton Brook satellite compound 4 6 4 1
2.5.4 Table 141 shows the typical vehicle trip generation for construction compounds in this area. Table 141 in the main TA is partially amended as follows:
at the Pyford North embankment satellite compound for the railway system works, the indicative start date will be December 2024 (not October 2024); the duration of the busy period, also referred to as the estimated duration with busy vehicle movements, will be reduced to four months (from 10 months); and the average daily combined two-way vehicle trips during the busy period
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and within the peak month of activity will be reduced to 41 - 58 for cars/Light Goods Vehicles (LGVs) (from 57 - 84) and increased to 82 - 84 for Heavy Goods Vehicles (HGVs) (from up to 10);
at the Pipe Ridware embankment satellite compound for the rail system works the indicative start date will be December 2024 (not October 2024); the
estimated duration of use will be reduced to one year and one month (from one year and three months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 29 – 41 for cars/LGV (from 57 – 84) for the rail system works. The duration of the busy period is unchanged;
at the Blithbury crossovers satellite compound, the indicative start date will be May 2026 (not April 2025); the estimated duration of use will be reduced to three months (from nine months); and the average daily combined two-way vehicles trips during the busy period and within the peak month of activity will be reduced to less than 10 for cars/LGV (from 18 - 30). The duration of the busy period is unchanged;
at the Newlands Lane auto-transformer feeder station satellite compound the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 50 - 73 for cars/LGV (from 85 - 158). The duration of the busy period is unchanged; and
at the Stockwell Heath cutting satellite compound, in addition to the civil engineering works, railway systems works will also be carried out. There is no
change to the civil engineering works, which will have an indicative completion date of April 2025. The railway systems work will have an indicative start date of March 2025; have an estimated duration of one year with a busy period of four months; and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be 26 - 38 for cars/LGV and 158 - 160 for HGVs.
Table 141: Typical vehicle trip generation for construction site compounds in the Fradley to Colton area (partial amendment)
Compound type
Location Access to / from compound to main road network
Indicative start / set up date
Estimated duration of use (years)
Estimated duration with busy vehicle movements (months)
Average daily combined two-way vehicle trips during busy period and within peak month of activity Cars/ LGV
HGV
Satellite Pyford North
embankment
satellite
compound
Common Lane
(South) for site set up
and servicing,
followed by site haul
route linking to the
A515 Lichfield Road
January 2021 Civil
engineering –
3 years and 9
months
3 40 - 55 99 - 111
December
2024
Railway
system works
– 1 year and 6
months
4 41 - 58 82 - 84
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Compound type
Location Access to / from compound to main road network
Indicative start / set up date
Estimated duration of use (years)
Estimated duration with busy vehicle movements (months)
Average daily combined two-way vehicle trips during busy period and within peak month of activity Cars/ LGV
HGV
Satellite Pipe Ridware
embankment
satellite
compound
Access via diverted
Pipe Lane for initial
site set up and
servicing, followed by
site haul route linking
to the B5014
Uttoxeter Road, the
A513 Rugeley Road
and on to the A515
Lichfield Road
January 2021 Civil
engineering - 3
years and 9
months
3 48 - 66 96 - 122
December
2024
Railway
system works -
1 year and 1
month
10 29 – 41 up to 10
Satellite Blithbury
crossovers
satellite
compound
Pipe Lane and site
haul route to the
B5014 Uttoxeter
Road, the A513
Rugeley Road and on
to the A515 Lichfield
Road
May 2026 3 months 3 up to 10 up to 10
Satellite Newlands
Lane auto-
transformer
feeder
station
satellite
compound
Newlands Lane to
Hollow Lane,
Blithbury Road, the
B5014 Uttoxeter
Road, the A513
Rugeley Road and on
to the A515 Lichfield
Road
January 2024 2 years 18 50 – 73 up to 10
Satellite Stockwell
Heath
cutting
satellite
compound
B5013 Uttoxeter
Road and on to the
A51 Stafford Road
January 2021 Civil
engineering - 4
years and 3
months
4 40 – 55 66 - 87
March 2025 Rail system
works - 1 year
4 26 – 38 158 - 160
Construction HGV routes
2.5.5 Table 142 summarises the peak daily construction traffic flows in this area. Table 142 in the main TA is partially amended as a result of the Hill Ridware construction route and the removal of construction HGV traffic from the settlements of Hill Ridware and Pipe Ridware. In addition to amendments to the B5014 Rake End Lane, B5014 Uttoxeter Road, Hollow Lane and Blithbury Road, there is one addition, Common Lane between the B5014 Uttoxeter Road and Pipe Lane. Common Lane is upgraded and will be used as a route for construction traffic.
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Table 142: CA1 peak daily construction traffic flow (partial amendment)
Location Direction7 Daily peak HGV, vehicles
Daily peak all vehicles
B5014 Rake End Lane (between School Lane and Stoneyford Lane) NB 0 54
SB 0 54
B5014 Uttoxeter Road (between Blithbury Road and the AP revised
scheme)
NB 0 54
SB 0 54
B5014 Uttoxeter Road (between Common Lane and School Lane) WB 0 54
EB 0 54
B5014 Uttoxeter Road (between Stoneyford Lane and the AP revised
scheme)
NB 0 54
SB 0 54
Hollow Lane (between High Street and Blithbury Road) EB 0 362
WB 0 362
Blithbury Road (between Hadley Gate and the AP revised scheme) WB 0 317
EB 0 317
Blithbury Road (between Stoneyford Lane and Blithbury Road) WB 0 197
EB 0 197
Blithbury Road (between Uttoxeter Road and the AP revised scheme) WB 0 317
EB 0 317
Pipe Lane (north of Common Lane) WB 0 104
EB 0 104
Common Lane (between the B5014 Uttoxeter Road and Pipe Lane) NB 122 218
SB 122 218
7 NB = northbound; SB = southbound; EB = eastbound; and WB = westbound
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2.6 Assessment of construction impacts
Strategic and local road network traffic flows
2.6.1 Tables 144 and 145 set out the 2023 traffic flows on highway links affected by construction traffic for the AM and PM peak hour respectively. Tables 144 and 145 in the main TA are partially amended as a result of the Hill Ridware construction route.
2.6.2 The permanent widening of Common Lane and a section of Pipe Lane and the provision of a new site haul route from Pipe Lane towards the Pipe Ridware embankment will enable construction traffic to access the works to the south of Hill Ridware. Construction HGV traffic for compounds to the north of Hill Ridware will then use site haul routes to access these works. The amendment will remove the need for construction HGV traffic to travel through Hill Ridware and Pipe Ridware to access the construction compounds. The amendment will also remove the need for traffic modifications to the B5014 Ridware Road / Uttoxeter Road proposed in the original scheme. These changes are reported in Section 7 of this addendum.
Table 144: 2023 future and with the AP revised scheme construction traffic (vehicles) – AM peak hour (o8:00 – 09:00) (partial amendment)
Location Direction8 2023 baseline 2023 with HS2 Phase One
2023 with HS2 Phase One plus AP revised scheme
AP revised scheme % change
With HS2 Phase One & AP revised scheme % change from 2023 baseline
Vehicles HGV Vehicles HGV Vehicles HGV Vehicles HGV Vehicles HGV
B5014 Rake End Lane
(between School
Lane and Stoneyford
Lane)
NB 117 6 121 6 145 6 23.2% 0.0% 19.8% 0.0%
SB 123 6 126 6 150 6 22.1% 0.0% 19.0% 0.0%
B5014 Uttoxeter
Road (between
Blithbury Road and
the AP revised
scheme)
NB 79 4 82 4 106 4 34.5% 0.0% 29.1% 0.0%
SB 99 3 102 3 126 3 27.6% 0.0% 23.5% 0.0%
B5014 Uttoxeter
Road (between
Common Lane and
School Lane)
WB 128 6 135 6 155 6 21.2% 0.0% 15.3% 0.0%
EB 212 5 218 5 239 5 12.8% 0.0% 9.4% 0.0%
B5014 Uttoxeter
Road (between
Stoneyford Lane and
the AP revised
scheme)
NB 79 4 82 4 106 4 34.5% 0.0% 29.1% 0.0%
SB 99 3 102 3 126 3 27.6% 0.0% 23.5% 0.0%
Hollow Lane
(between High Street
and Blithbury Road)
EB 23 1 99 1 204 1 770.3% 0.0% 106.7% 0.0%
WB 17 1 92 1 198 1 1089.0% 0.0% 114.7% 0.0%
8 NB = northbound; SB = southbound; EB = eastbound; WB = westbound
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Location Direction8 2023 baseline 2023 with HS2 Phase One
2023 with HS2 Phase One plus AP revised scheme
AP revised scheme % change
With HS2 Phase One & AP revised scheme % change from 2023 baseline
Vehicles HGV Vehicles HGV Vehicles HGV Vehicles HGV Vehicles HGV
Blithbury Road
(between Hadley
Gate and the AP
revised scheme)
WB 45 2 83 2 203 2 353.4% 0.0% 146.3% 0.0%
EB 75 2 112 2 233 2 212.6% 0.0% 107.6% 0.0%
Blithbury Road
(between Stoneyford
Lane and Blithbury
Road)
WB 88 3 125 3 186 3 112.5% 0.0% 48.6% 0.0%
EB 111 2 148 2 209 2 89.0% 0.0% 41.0% 0.0%
Blithbury Road
(between Uttoxeter
Road and the AP
revised scheme)
WB 45 2 83 2 203 2 353.4% 0.0% 146.3% 0.0%
EB 75 2 112 2 233 2 212.6% 0.0% 107.6% 0.0%
Pipe Lane (north of
Common Lane)
WB 28 1 63 1 80 1 185.0% 0.0% 26.0% 0.0%
EB 16 1 51 1 67 1 332.2% 0.0% 32.4% 0.0%
Common Lane
(between B5014
Uttoxeter Road and
Pipe Lane)
NB 17 1 17 1 77 13 355.6% 1109.1% 355.6% 1109.1%
SB 33 1 68 1 93 13 183.9% 1109.1% 36.3% 1109.1%
Table 145: 2023 future and with the AP revised scheme construction traffic (vehicles) – PM peak hour (17:00 – 18:00) (partial amendment)
Location Direction9 2023 baseline 2023 with HS2 Phase One
2023 with HS2 Phase One plus AP revised scheme
AP revised scheme % change
With HS2 Phase One & AP revised scheme % change from 2023 baseline
Vehicles HGV Vehicles HGV Vehicles HGV Vehicles HGV Vehicles HGV
B5014 Rake End
Lane (between
School Lane and
Stoneyford
Lane)
NB 105 2 105 2 132 2 25.9% 0.0% 25.9% 0.0%
SB 102 2 102 2 129 2 26.7% 0.0% 26.7% 0.0%
B5014 Uttoxeter
Road (between
Blithbury Road
and the AP
revised scheme)
NB 73 1 73 1 101 1 37.0% 0.0% 37.0% 0.0%
SB 64 1 64 1 91 1 42.5% 0.0% 42.5% 0.0%
9 NB = northbound; SB = southbound; EB = eastbound; WB = westbound
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Location Direction9 2023 baseline 2023 with HS2 Phase One
2023 with HS2 Phase One plus AP revised scheme
AP revised scheme % change
With HS2 Phase One & AP revised scheme % change from 2023 baseline
Vehicles HGV Vehicles HGV Vehicles HGV Vehicles HGV Vehicles HGV
B5014 Uttoxeter
Road (between
Common Lane
and School
Lane)
WB 176 2 176 2 203 2 15.5% 0.0% 15.5% 0.0%
EB 103 2 103 2 131 2 26.3% 0.0% 26.3% 0.0%
B5014 Uttoxeter
Road (between
Stoneyford Lane
and the AP
revised scheme)
NB 73 1 73 1 101 1 37.0% 0.0% 37.0% 0.0%
SB 64 1 64 1 91 1 42.5% 0.0% 42.5% 0.0%
Hollow Lane
(between High
Street and
Blithbury Road)
EB 21 0 21 0 202 0 853.3% 0.0% 853.3% 0.0%
WB 25 0 25 0 206 0 719.9% 0.0% 719.9% 0.0%
Blithbury Road
(between Hadley
Gate and the AP
revised scheme)
WB 52 1 56 1 210 1 305.4% 0.0% 274.2% 0.0%
EB 43 1 47 1 201 1 370.1% 0.0% 326.9% 0.0%
Blithbury Road
(between
Stoneyford Lane
and Blithbury
Road)
WB 82 1 86 1 180 1 120.6% 0.0% 109.5% 0.0%
EB 88 1 92 1 186 1 112.3% 0.0% 102.4% 0.0%
Blithbury Road
(between
Uttoxeter Road
and the AP
revised scheme)
WB 52 1 56 1 210 1 305.4% 0.0% 274.2% 0.0%
EB 43 1 47 1 201 1 370.1% 0.0% 326.9% 0.0%
Pipe Lane (north
of Common
Lane)
WB 20 0 24 0 72 0 258.9% 0.0% 195.1% 0.0%
EB 24 1 29 1 76 1 214.4% 0.0% 166.7% 0.0%
Common Lane
(between B5014
Uttoxeter Road
and Pipe Lane)
NB 24 1 24 1 84 13 254.0% 1109.
0%
254.0% 1109.0
%
SB 20 1 25 1 80 13 296.3% 1109.
0%
226.5% 1109.0
%
Junction performance 2023
2.6.3 The provision of the new site haul route and HS2 maintenance access route from Pipe Lane towards the Pipe Ridware embankment will result in an increase in construction traffic at the B5014 Uttoxeter Road/Common Lane junction and the Common Lane/Pipe Lane junction.
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B5014 Uttoxeter Road/Common Lane
2.6.4 Table 175.1 summarises the results of the changes to the performance of the junction as a result of the AP revised scheme in 2023.
Table 175.1: B5014 Ridware Road/Common Lane junction 2023 future baseline and with the AP revised scheme junction capacity assessment results
Approach Flow, PCU/hr
RFC Queue, PCU
Flow, PCU/hr
RFC Queue, PCU
Flow, PCU/hr
RFC Queue, PCU
08:00 – 09:00 2023 future baseline 2023 future baseline with HS2 Phase One
2023 future baseline with HS2 Phase One and the AP revised scheme
Common Lane
(Left+Right) 34 0.06 0 69 0.13 0 106 0.2 0
B5014 Uttoxeter
Road (S)
(Ahead+Right) 25 0.04 0 71 0.12 0 125 0.21 0
B5014 Uttoxeter
Road (S) (Ahead) 148 - - 139 - - 147 - -
B5014 Uttoxeter
Road (N) (Left) 0 - - 0 - - 0 - -
B5014 Uttoxeter
Road (N) (Ahead) 242 - - 244 - - 269 - -
17:00 – 18:00 2023 future baseline 2023 future baseline with HS2 Phase One
2023 future baseline with HS2 Phase One and the AP revised scheme
Common Lane
(Left+Right) 22 0.04 0 51 0.09 0 95 0.17 0
B5014 Uttoxeter
Road (S)
(Ahead+Right) 31 0.05 0 69 0.11 0 135 0.2 0
B5014 Uttoxeter
Road (S) (Ahead) 181 - - 174 - - 176 - -
B5014 Uttoxeter
Road (N) (Left) 3 - - 3 - - 3 - -
B5014 Uttoxeter
Road (N) (Ahead) 94 - - 98 - - 122 - -
2.6.5 The results show that the junction operates within capacity in 2023 with the addition of both the HS2 Phase One and the AP revised scheme construction traffic, without any substantial increases in queuing or Ratio of Flow to Capacity (RFC) from the future baseline including HS2 Phase One or the future baseline excluding HS2 Phase One.
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Common Lane/Pipe Lane
2.6.6 Table 175.2 summarises the results of the changes to the performance of the junction as a result of the AP revised scheme in 2023. The existing junction will be converted from a three-armed priority junction to a four-arm priority controlled (give way) crossroads with no controlled pedestrian crossing facilities. This new junction will facilitate the construction of the new site haul route and maintenance access route.
Table 175.2: Common Lane/Pipe Lane junction 2023 future baseline and with the AP revised scheme junction capacity assessment results
Approach Flow, PCU/hr
RFC Queue, PCU
Flow, PCU/hr
RFC Queue, PCU
Flow, PCU/hr
RFC Queue, PCU
08:00 – 09:00 2023 future baseline 2023 future baseline with HS2 Phase One
2023 future baseline with HS2 Phase One and AP revised scheme
Pipe Lane (W)
(Ahead+Left+Right) N/A N/A N/A N/A N/A N/A 17 0.04 0
Common Lane
(Ahead+Left+Right) N/A N/A N/A N/A N/A N/A 63 0.11 0
Common Lane (Left) N/A N/A N/A N/A N/A N/A 4 - -
Common Lane
(Right) N/A N/A N/A N/A N/A N/A 22 - -
Pipe Lane (E)
(Ahead+Left+Right) N/A N/A N/A N/A N/A N/A 74 0.13 0
Temporary Road
(Ahead+Left+Right) N/A N/A N/A N/A N/A N/A 0 0 0
Temporary Road
(Left) N/A N/A N/A N/A N/A N/A 0 - -
Temporary Road
(Right) N/A N/A N/A N/A N/A N/A 24 - -
17:00 – 18:00 2023 future baseline 2023 future baseline with HS2 Phase One
2023 future baseline with HS2 Phase One and AP revised scheme
Pipe Lane (W)
(Ahead+Left+Right) N/A N/A N/A N/A N/A N/A 5 0.01 0
Common Lane
(Ahead+Left+Right) N/A N/A N/A N/A N/A N/A 75 0.13 0
Common Lane (Left) N/A N/A N/A N/A N/A N/A 0 - -
Common Lane
(Right) N/A N/A N/A N/A N/A N/A 21 - -
Pipe Lane (E)
(Ahead+Left+Right) N/A N/A N/A N/A N/A N/A 71 0.13 0
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Approach Flow, PCU/hr
RFC Queue, PCU
Flow, PCU/hr
RFC Queue, PCU
Flow, PCU/hr
RFC Queue, PCU
Temporary Road
(Ahead+Left+Right) N/A N/A N/A N/A N/A N/A 0 0 0
Temporary Road
(Left) N/A N/A N/A N/A N/A N/A 0 - -
Temporary Road
(Right) N/A N/A N/A N/A N/A N/A 24 - -
2.6.7 The results show that the junction operates within capacity in 2023. Future baseline 2023 results with and without HS2 Phase One are not reported in Table 175.2 because the layout has changed but they are reported in Table 139.2.
2.7 Operation description and assessment of operation impacts
2.7.1 Operational impacts are described in Section 7.5 of the main TA. This section of the main TA is unchanged.
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3 CA2 Colwich to Yarlet 3.1 SES changes and amendments
3.1.1 The original scheme is described in Section 6 of the main TA.
3.1.2 The SES changes and amendments relevant to traffic and transport in the Colwich to Yarlet area are as follows:
Changes to a railway systems compound: Since the submission of the Bill further information relating to the construction methodology of the installation of a slab track formation and hydraulically bound layer has meant that there is a need to change the operational characteristics of one railway systems compound in the Colwich to Yarlet area. The change to this compound relates to: change to the operational period (duration and start/end date); change in the number of railway system workers (peak and/or average); and change in railway systems construction traffic numbers (HGV and cars/LGV) or duration of traffic. Whilst the changes to the construction methodology of the installation of a slab track formation and hydraulically bound layer have the potential to increase the number of railway systems HGV movements these are generally later in the construction programme than civil engineering HGV movements. Any increase in traffic due to these changes will generally be relatively small in comparison to the peak level of traffic generated by the civil engineering works. As there is only a small increase in peak traffic levels, it is not expected that there will be any materially different
traffic impacts on the road network compared to those reported in the main TA; and
Corrections to the main ES: The temporary diversion of Whitgreave Footpath 2 should have been reported in the main TA and was not included. This is corrected in this report. There are corrections to three railway systems compounds although there is no material increase in traffic levels compared to those reported in the main TA.
3.2 Existing baseline
3.2.1 Baseline conditions are described in Section 5.4 of the main TA. Paragraph 5.4.95 of the main TA identified public rights of way (PRoW) in close proximity to the original scheme. Whitgreave Footpath 2 between Green Lane and A34 Stone Road is added to the list.
3.3 Assessment methodology
3.3.1 The assessment methodology is described in Section 3 of the main TA with specific details and exceptions outlined in Section 8.2 of the main TA. This section of the main TA is unchanged.
3.3.2 The construction assessment considers the traffic and transport impacts in the peak month of construction activity at each location, based on the proposed phasing of works. The assessment also includes cumulative impacts arising from construction in the adjoining community areas as well as movements through the area.
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3.4 Future baseline
3.4.1 Future baseline traffic and transport conditions are described in Section 8.2 of the main TA. This section of the main TA is unchanged.
3.5 Construction description
3.5.1 Changes reported in this section are a result of changes and corrections associated with railway systems compounds. These are set out in replacement or amendments to Tables 213, 214 and 215 below.
Compounds and construction sites
3.5.2 Table 213 shows the assumed workforce at each of the construction sites. Table 213 is fully replaced to show specifically the use of compounds by railway systems workers.
3.5.3 Table 213 includes railway systems compounds at Moreton auto-transformer station satellite compound, Trent North embankment satellite compound, Sandon Road auto transformer station satellite compound and Yarlet express feeder auto-transformer station satellite compound.
Table 213: Assumed workforce at construction sites in Colwich to Yarlet area, community area 2
Compound type
Location Total number of workers
Number of workers (peak)
Number of staff
Average Peak
Satellite Moreton auto-transformer station satellite compound 26 38 37 4
Main Trent South embankment main compound 200 300 200 50
Satellite Trent North embankment satellite compound, civil engineering works 20 30 20 5
Trent North embankment satellite compound, railway systems works 26 38 37 4
Satellite Brancote South cutting satellite compound 20 30 20 5
Satellite Hopton South cutting satellite compound 28 42 28 7
Satellite Hopton North cutting satellite compound 24 36 24 6
Satellite Sandon Road auto-transformer station satellite compound 43 69 59 10
Satellite Marston South embankment satellite compound 16 24 16 4
Satellite Marston North embankment satellite compound 8 12 8 2
Satellite Yarlet South cutting satellite compound 16 24 16 4
Satellite Yarlet express feeder auto-transformer station satellite compound 26 38 37 4
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3.5.4 Table 214 shows the typical vehicle trip generation for construction compounds in this area. Table 214 in the main TA is partially amended as follows:
at the Moreton auto transformer station satellite compound, the indicative start date will be December 2024 (not October 2024); the estimated duration of use will be reduced to one year and one month (from one year and three
months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 29 - 41 for cars/LGV (from 57 - 84). The duration of the busy period is unchanged;
at the Trent North embankment satellite compound, the indicative start date will be December 2024 (not October 2024); the estimated duration of use will be reduced to one year and one month (from one year and three months); and average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 29 - 41 for cars/LGV (from 57 - 84). The duration of the busy period is unchanged;
at the Sandon Road auto transformer station satellite compound, the indicative start date will be December 2024 (not October 2024); the estimated duration of busy period will be reduced to four months (from 10 months); and average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 55 - 76 for cars/LGV (from 57 - 84) and increased to 161 - 164 for HGVs (from up to 10); and
at the Yarlet express feeder auto-transformer station satellite compound, the indicative start date will be December 2024 (not October 2024); the estimated
duration of use will be reduced to one year and one month (from one year and three months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 29 - 41 for cars/LGV (from 57 - 84). The duration of the busy period is unchanged.
Table 214: Typical vehicle trip generation for construction site compounds in the Colwich to Yarlet area (partial amendment)
Compound type
Location Access to / from compound to main road network
Indicative start / set up date
Estimated duration of use (years and months)
Estimated duration of busy period (months)
Average daily combined two-way vehicle trips during busy period and within peak month of activity Cars/LGV HGV
Satellite Moreton auto-
transformer station
satellite compound
Bishton Lane
and on to the
A51 Wolseley
Bridge
December
2024
1 year and 1
month
10 29 - 41 up to 10
Satellite Trent North
embankment
satellite compound
Great
Haywood Road
to Tixall Road,
Blackheath
Lane and on to
the A518
Weston Road
January
2021
Civil
engineering -
3 years and 9
months
2 40 - 55 98 - 122
December
2024
Railway
system works
- 1 year and 1
month
10 29 - 41 up to 10
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Compound type
Location Access to / from compound to main road network
Indicative start / set up date
Estimated duration of use (years and months)
Estimated duration of busy period (months)
Average daily combined two-way vehicle trips during busy period and within peak month of activity Cars/LGV HGV
Satellite Sandon Road auto-
transformer station
satellite compound
Off Mount
Edge diversion
to the B5066
Sandon Road
and on to the
A513
Beaconside
December
2024
1 year and 3
months
4 55 - 76 161 -
164
Satellite Yarlet express
feeder auto-
transformer station
satellite compound
A34 Stone
Road
December
2024
1 year and 1
month
10 29 - 41 up to 10
Construction HGV routes
3.5.5 Table 215 summarises the peak daily construction traffic flows in this area. Table 215 in the main TA is partially amended as a result of changes to the construction assumptions associated with railway systems works being managed from Sandon Road aut0-transformer station satellite compound, outlined in Table 214. This will result in an increase in the peak traffic flow and extend the busy peak on Sandon Road.
Table 215: CA2 peak daily construction traffic flow (partial amendment)
Location Direction Daily peak HGV, vehicles
Daily peak all vehicles
B5066 Sandon Road (between Beaconside and Hopton Lane)
NB 82 175
SB 82 175
B5066 Sandon Road (between Hopton Lane and the AP revised scheme)
NB 82 131
SB 82 131
B5066 Sandon Road (between the AP revised scheme and Within Lane)
NB 82 131
SB 82 131
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3.6 Assessment of construction impacts
PRoW closures and diversions
3.6.1 Table 216 set out the temporary PRoW diversions and realignments required to accommodate the construction of the original scheme. The following is added to Table 216 to show the temporary diversion of Whitgreave Footpath 2.
Table 216: CA2 peak daily construction traffic flow
PRoW Name Description Change in length
Whitgreave
Footpath 2
Temporary diversion of 190m of existing route for accommodation of Yarlet South
cutting transfer node. On completion of construction, Whitgreave Footpath 2 will
be returned to its existing alignment.
Temporary
diversion is 250m
longer
Strategic and local road network traffic flows
3.6.2 Tables 217 and 218 set out the 2023 traffic flows on highway links affected by construction traffic associated with the original scheme for the AM and PM peak hour respectively. Tables 217 and 218 in the main TA are partially amended as a result of changes to the Sandon Road aut0-transformer station satellite compound described in Table 214 above. Additional information is reported in Table 217 for construction impacts on the Sandon Road between Hopton Lane and the AP revised scheme and Sandon Road between the AP revised scheme and Within Lane.
Table 217: 2023 future baseline with the AP revised scheme construction traffic (vehicles) – AM peak hour (08:00 – 09:00) (partial amendment)
Location Direction10 2023 baseline 2023 with AP revised scheme
AP revised scheme % change
Vehicles HGV Vehicles HGV Vehicles HGV
B5066 Sandon Road (between
Beaconside and Hopton Lane)
NB 235 14 290 22 23.2% 60.6%
SB 531 14 586 22 10.3% 57.9%
B5066 Sandon Road (between Hopton
Lane and the AP revised scheme)
NB 220 13 252 21 14.8% 64.5%
SB 510 13 543 21 6.4% 62.0%
B5066 Sandon Road (between the AP
revised scheme and Within Lane)
NB 220 13 252 21 14.8% 64.5%
SB 510 13 543 21 6.4% 62.0%
10 NB = northbound; SB = southbound
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Table 218: 2023 future baseline with the AP revised scheme construction traffic (vehicles) – PM peak hour (17:00 – 18:00) (partial amendment)
Location Direction11 2023 baseline 2023 with AP revised scheme
AP revised scheme % change
Vehicles HGV Vehicles HGV Vehicles HGV
B5066 Sandon Road (between
Beaconside and Hopton Lane)
NB 449 5 504 13 12.2% 167.6%
SB 192 4 247 12 28.4% 207.3%
B5066 Sandon Road (between Hopton
Lane and the AP revised scheme)
NB 434 5 466 13 7.5% 175.0%
SB 187 4 219 12 17.4% 207.3%
B5066 Sandon Road (between the AP
revised scheme and Within Lane)
NB 434 5 466 13 7.5% 175.0%
SB 187 4 219 12 17.4% 207.3%
3.6.3 The changes reported in Tables 217 and 218 do not increase construction traffic flows during the network peaks at the A513 Beaconside / B5066 Sandon Road (east) junction. Therefore, there is no additional requirement for junction modelling assessment.
Pedestrian, cyclists and equestrians
3.6.4 Table 236 of the main TA showed the locations where routes used by pedestrians, cyclists and equestrians are temporarily diverted, realigned or closed and the associated impact on users. The following is added to Table 236 to show the temporary diversion of Whitgreave Footpath 2.
Table 236: CA2 construction changes on public rights of way for non-motorised users
PRoW Name Change in distance Change in length
Whitgreave Footpath 2 Temporary diversion to the south is 250m longer than the existing length 45 months
3.6.5 Paragraph 8.4.81 and 8.4.82 are replaced by:
“Within these 21 temporary diversions of PRoW and roads, the majority of routes affected experience either no change in length (in the case of the A34 Stone Road, Colwich Bridleways 23 and 35, and Hopton and Coton Bridleway 11), or changes of no more than 150m.”
“Three routes do experience larger changes in length of diversion, of up to 800m on Colwich Footpath 26, and up to 400m on Tixall Footpath 0.1630. These are effectively diverted on to other nearby PRoW routes in order to share temporary crossing point of the construction works sites. Users of Whitgreave Footpath 2 are also diverted by up to 400m.”
11 NB = northbound; SB = southbound
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3.7 Operation description and assessment of operation impacts
3.7.1 Operational impacts are described in Section 8.5 of the main TA. This section of the main TA is unchanged.
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4 CA3 Stone and Swynnerton 4.1 SES changes and amendments
4.1.1 The original scheme is described in Section 6 of the main TA.
4.1.2 The SES changes and amendments relevant to traffic and transport in the Stone and Swynnerton area are listed as follows:
Changes to a railway systems compound: Since the submission of the Bill further information relating to the construction methodology of the installation of a slab track formation and hydraulically bound layer has meant that there is a need to change the operational characteristics of one railway systems compound in the Stone and Swynnerton area. The change to this compound relates to a change in the number of railway system workers (peak and/or average) and a change in railway systems construction traffic numbers (HGV and cars/LGV) or duration of traffic. Whilst the changes to the construction methodology of the installation of a slab track formation and hydraulically bound layer have the potential to increase the number of railway systems HGV movements these are generally later in the construction programme than civil engineering HGV movements. Any increase in traffic due to these changes will generally be relatively small in comparison to the peak level of traffic generated by the civil engineering works. As there is no increase in peak traffic levels, it is not expected that there will be any materially different traffic impacts on the road network compared to those reported in
the main TA;
AP-003-003 Additional land permanently required for a new junction of the A51 Bury Bank and Stone Rural Byway Open to All Traffic (BOAT) 34;
AP-003-006 Additional land permanently required for the provision of a roundabout at the junction of the realigned Dog Lane, the A51 The Rowe, Bent Lane and the A51 through Stableford; and
Corrections to the main ES: There are corrections to CA3 regarding HGV construction traffic volumes on the A34 Stafford Road corridor in Table 277. In addition, there is one correction to the number of workers (peak) reported at the Yarlet embankment satellite compound in Table 275. There are corrections to four railway systems compounds although there is no material increase in traffic levels compared to those reported in the main TA.
4.2 Existing baseline
4.2.1 Baseline conditions are described in Section 5.5 of the main TA. This section of the main TA is unchanged.
4.3 Assessment methodology
4.3.1 The assessment methodology is described in Section 3 of the main TA with specific details and exceptions outlined in Section 9.2 of the main TA. This section of the main TA is unchanged.
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4.3.2 The construction assessment considers the traffic and transport impacts in the peak month of construction activity at each location, based on the proposed phasing of works. The assessment also includes cumulative impacts arising from construction in the adjoining community areas as well as through movements through the area.
4.4 Future baseline
4.4.1 Future baseline traffic and transport conditions are described in Section 9.2 of the main TA. This section of the main TA is unchanged.
4.5 Construction description
4.5.1 Changes reported in this section are a result of changes and corrections associated with railway systems compounds. These are set out in replacement and amendments to Tables 275, 276 and 277.
Compounds and construction sites
4.5.2 Table 275 shows the assumed workforce at each of the construction sites. Table 275 is fully replaced to show specifically the use of compounds by railway systems workers.
4.5.3 Table 275 is amended to include railway systems compounds at the Yarlet embankment satellite compound, Stone connection satellite compound, Stone railhead main compound, Swynnerton embankment satellite compound (including Swynnerton auto-transformer station compound) and Stableford auto-transformer station satellite compound.
4.5.4 Table 275 is also amended as a result of an error in reporting the number of workers (peak) at the Yarlet embankment satellite compound. In the main TA the number reported is 2814. The correct figure is 28.
Table 275: Assumed workforce at construction sites
Compound type
Location Total number of workers
Number of workers (peak)
Number of staff
Average Peak
Satellite Yarlet embankment satellite compound, civil engineering works 28 42 28 7
Yarlet embankment satellite compound, railway systems works 8 13 12 1
Satellite Yarlet North cutting satellite compound 76 114 76 19
Satellite Stone connection satellite compound 41 100 95 5
Main Stone railhead main compound 220 312 242 50
Satellite Yarnfield North embankment satellite compound 132 198 132 33
Satellite M6 Meaford viaduct satellite compound 12 18 12 3
Satellite Meaford North embankment satellite compound 36 54 36 9
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Compound type
Location Total number of workers
Number of workers (peak)
Number of staff
Average Peak
Satellite Swynnerton embankment satellite compound (including
Swynnerton auto-transformer station compound), civil
engineering works
12 18 12 3
Swynnerton embankment satellite compound (including
Swynnerton auto-transformer station compound), railway
systems works
26 38 37 4
Main Swynnerton North cutting main compound 200 300 200 50
Satellite Hatton South cutting satellite compound 24 36 24 6
Satellite Stableford auto-transformer station satellite compound 26 38 37 4
4.5.5 Table 276 shows the typical vehicle trip generation for construction site compounds in this area. Table 276 in the main TA is partially amended as follows:
at the Yarlet embankment satellite compound for the railway systems works, the indicative start date will be May 2026 (not January 2025); the estimated duration of use will be reduced to three months (from one year and six months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be increased to 29 - 41 for cars/LGV (from 18 - 30). The duration of the busy period is unchanged;
at the Stone connection satellite compound, the indicative start date will be September 2021 (not October 2021); the estimated duration of use will be reduced to five months (from six months); the estimated duration of the busy period will be increased to four months (from three months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 68 - 80 for cars/LGV (from 94 - 222) and increased to 25 - 32 for HGVs (from up to 10);
at the Stone railhead main compound, the estimated duration of use will be reduced to one year and 11 months (from three years and three months); the estimated duration of the busy period will be increased to six months (from five months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 211 - 263 for cars/LGV (from 258 - 840) and increased to 178 - 244 for HGVs (from 39 - 135);
at the Swynnerton embankment satellite compound for railway system works the indicative start date will be August 2024 (not July 2024); the estimated duration of use will be reduced to one year and one month (from one year and
three months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 29 - 41 for cars/LGV (from 57 - 84). The duration of the busy period is unchanged; and
at the Stableford auto transformer station satellite compound the indicative start date will be August 2024 (not July 2024); the estimated duration of use
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will be reduced to one year and one month (from one year and three months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 29 - 41 for cars/LGV (from 57 - 84). The duration of the busy period is unchanged.
Table 276: Typical vehicle trip generation for construction sites in the Stone and Swynnerton area (partial amendment)
Compound type
Location Access to / from compound to main road network
Indicative start / set up date
Estimated duration of use (years)
Estimated duration of busy period (months)
Average daily combined two-way vehicle trips during busy period and within peak month of activity Cars / LGV
HGV
Satellite
Yarlet
embankment
satellite
compound
Stone Rural
Bridleway
0.1135 to
Pirehill Road /
Eccleshall
Road for site
set up and
servicing,
followed by
site haul route
thereafter to
the A34 Stone
Road
January
2021
Civil engineering -
4 years
3 56 - 77 82 - 98
May 2026
Railway systems
works – 3 months
3 29 - 41 up to 10
Satellite Stone
connection
satellite
compound
Via Stone
railhead main
compound
September
2021
5 months 4 68 - 80 25 - 32
Main
Stone
railhead main
compound
Yarnfield
Lane and
then on to the
A34 The
Fillybrooks,
for site set up,
then via the
M6.
July 2024 1 year and 11
months
6
211 - 263
178 - 244
Satellite
Swynnerton
embankment
satellite
compound
Tittensor
Road to the
A51 Stone
Road for site
set up, main
access via site
haul route
Civil
engineering
- January
2021
4 years
3 24 - 33 71 - 84
Railway
systems
works -
August
2024
1 year and 1
month (6 month
overlap with civil
engineering)
10 29 - 41 up to 10
Satellite Stableford
auto-
transformer
station
Bent Lane
(North) then
the A51 The
Rowe.
August
2024
1 year 1 month
10 29 - 41 up to 10
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30
Compound type
Location Access to / from compound to main road network
Indicative start / set up date
Estimated duration of use (years)
Estimated duration of busy period (months)
Average daily combined two-way vehicle trips during busy period and within peak month of activity Cars / LGV
HGV
satellite
compound
Construction HGV routes
4.5.6 Table 277 summarises the peak daily construction traffic flows in this area. Table 277 in the main TA is partially amended as a result of errors in reporting construction traffic volumes along the A34 corridor.
4.5.7 In the main TA, along the A34 Stafford Road (between Stone Bypass and Eccleshall Road) peak HGV vehicles had been reported as 18 vehicles in each direction and peak all vehicles as 248 vehicles in each direction. The correct figures are 253 HGVs in each direction and 415 all vehicles in each direction. In the main TA, along the A34 The Fillybrooks (between Eccleshall Road and Yarnfield Lane) peak HGV vehicles had been reported as 88 vehicles in each direction and peak all vehicles as 411 vehicles in each direction. The correct figures are 218 HGVs in each direction and 497 all vehicles in each direction.
Table 277: CA3 peak daily construction traffic flow (partial amendment)
Location Direction12 Daily peak HGV, vehicles
Daily peak all vehicles
A34 Stafford Road (between Stone Bypass and Eccleshall Road) NB 253 415
SB 253 415
A34 The Fillybrooks (between Eccleshall Road and Yarnfield Lane) WB 218 497
EB 218 497
4.6 Assessment of construction impacts
4.6.1 Tables 279 and 280 set out the 2023 traffic flows on highway links affected by construction traffic associated with the AP revised scheme for the AM and PM peak hour respectively. Tables 279 and 280 in the main TA are partially amended as a result of errors in reporting construction traffic volumes along the A34 corridor.
4.6.2 Table 279 in the main TA along the A34 The Fillybrooks (between Eccleshall Road and Yarnfield Lane) peak hour HGV vehicles had been reported as 82 vehicles in the westbound direction and 79 vehicles in the eastbound direction. The correct figures are 94 vehicles in the westbound direction and 92 vehicles in the eastbound direction. In Table 279 of the main TA, all vehicles had been reported as 1087 vehicles in the westbound direction and 1053 vehicles in the eastbound direction. The correct figures
12 NB = northbound; SB = southbound; EB = eastbound; WB = westbound
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are 1085 vehicles in the westbound direction and 1052 vehicles in the eastbound direction.
4.6.3 These changes in vehicle flows result in changes to the AP revised scheme % changes. The HS2 Phase 2a % change for HGV vehicles was reported in Table 279 in the main TA as 12% in the westbound direction and 12.4% in the eastbound direction. The correct figures are 29.8% in the westbound direction and 30.8% in the eastbound direction. The HS2 Phase 2a % change for all vehicles was reported in Table 279 in the main TA as 8.8% in the westbound direction and 9.1% in the eastbound direction. The correct figures are 8.7% in the westbound direction and 9% in the eastbound direction.
4.6.4 Additional information is reported in the amendment to Table 279 for construction impacts on the A34 Stafford Road between Stone Bypass and Eccleshall Road.
Table 279: 2023 future baseline with the AP revised scheme construction traffic (vehicles) – AM peak hour (08:00 – 09:00) (partial amendment)
Location Direction13 2023 baseline 2023 with AP revised scheme
AP revised scheme % change
Vehicles HGV Vehicles HGV Vehicles HGV
A34 Stafford Road (between Stone
Bypass and Eccleshall Road)
NB 1,148 95 1,220 121 6.3% 26.5%
SB 1,786 100 1,857 126 4.0% 25.2%
A34 The Fillybrooks (between Eccleshall
Road and Yarnfield Lane)
WB 999 73 1,085 94 8.7% 29.8
EB 965 70 1,052 92 9.0% 30.8%
4.6.5 Table 280 in the main TA along the A34 The Fillybrooks (between Eccleshall Road and Yarnfield Lane) peak hour HGV vehicles had been reported as 35 vehicles in the westbound direction and 48 vehicles in the eastbound direction. The correct figures are 47 vehicles in the westbound direction and 61 vehicles in the eastbound direction. In Table 280 in the main TA, all vehicles had been reported as 984 vehicles in the westbound direction and 1436 vehicles in the eastbound direction. The correct figures are 982 vehicles in the westbound direction and 1435 vehicles in the eastbound direction.
4.6.6 These changes in vehicle flows result in changes to AP revised scheme % changes. The HS2 Phase 2a % change for HGV vehicles was reported in Table 280 in the main TA as 33.9% in the westbound direction and 22.5% in the eastbound direction. The correct figures are 83.9% in the westbound direction and 55.5% in the eastbound direction. The HS2 Phase 2a % change for all vehicles was reported in Table 280 in the main TA as 10.8% in the westbound direction and 7.2% in the eastbound direction. The correct figures are 10.6% in the westbound direction and 7% in the eastbound direction.
4.6.7 Additional information is reported in the amendment to Table 280 for construction impacts on the A34 Stafford Road between Stone Bypass and Eccleshall Road.
13 NB = northbound; SB = southbound; EB = eastbound; WB = westbound
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Table 280: 2023 future baseline with the AP revised scheme construction traffic (vehicles) – PM peak hour (17:00 – 18:00) (partial amendment)
Location Direction14 2023 baseline 2023 with AP revised scheme
AP revised scheme % change
Vehicles HGV Vehicles HGV Vehicles HGV
A34 Stafford Road (between Stone by
Pass and Eccleshall Road)
NB 1,500 40 1,566 65 4.4% 63.1%
SB
1,161 35 1,227 60 5.6% 71.7%
A34 The Fillybrooks (between Eccleshall
Road and Yarnfield Lane)
WB 888 26 982 47 10.6% 83.9%
EB 1,340 39 1,435 61 7.0% 55.5%
Junction performance 2023
A51 The Rowe/Dog Lane/Bent Lane
4.6.8 Since submission of the Bill, it has been identified that there is a need to improve the safety of the junction between the A51 The Rowe and Dog Lane/Bent Lane (South). When approaching the junction from the south-east, traffic on the A51 The Rowe looking to turn right onto the realigned Dog Lane would have poor visibility due to the existing railway bridge. To improve the safety of the junction, a four-arm roundabout will be provided.
4.6.9 Table 293 in the main TA summarises the results of the junction capacity assessments with the original scheme in 2023. Table 293 in the main TA is replaced by the following table.
Table 293: A51 The Rowe/Dog Lane/Bent Lane junction 2023 future baseline and with the AP revised scheme junction capacity assessment results
Approach Flow, PCU/hr
RFC Queue, PCU Flow, PCU/hr
RFC Queue, PCU
08:00 – 09:00 2023 future baseline 2023 future baseline with AP revised scheme
A51 The Rowe (S) 271 0.26 0 305 0.3 1
A51 The Rowe (W) 233 0.23 0 253 0.26 0
Bent Lane 31 0.03 0 42 0.05 0
Dog Lane 9 0.01 0 51 0.06 0
17:00 – 18:00 2023 future baseline 2023 future baseline with AP revised scheme
A51 The Rowe (S) 283 0.27 0 341 0.36 1
A51 The Rowe (W) 180 0.17 0 345 0.34 1
Bent Lane 58 0.06 0 80 0.1 0
Dog Lane 10 0.01 0 244 0.28 0
14 NB = northbound; SB = southbound; EB = eastbound; WB = westbound
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4.6.10 Paragraph 9.4.50 is replaced by:
“The results show that this junction operates within capacity in 2023 with the addition of the AP revised scheme, without any substantial increases in queuing or RFC from the future baseline.”
4.7 Operation description and assessment of operation impacts
Public rights of way diversions, realignments and closures
4.7.1 Table 306 in the main TA summarises the permanent PRoW diversions and realignments required to accommodate the original scheme. There is one addition to Table 306, Stone Rural BOAT 34. Stone Rural BOAT 34 is currently an unsurfaced route that will be upgraded in order to provide maintenance access. The AP revised scheme will realign Stone Rural BOAT 34 where it accesses the A51 Stone Road in order to improve visibility and thereby address safety concerns.
Table 306: CA3 permanent PRoW diversions
PRoW name Description Change in length
Stone Rural BOAT 34 Stone Rural BOAT 34 will be realigned where it
accesses the A51 Stone Road in order to improve
visibility where BOAT 34 meets the A51 Stone
Road
Up to 400m longer for non-motorised
users travelling in a westbound direction
and 25m longer for non-motorised users
travelling in an eastbound direction
Junction performance 2027
A51 The Rowe/Dog Lane/Bent Lane
4.7.2 The junction upgrade will remain as a permanent junction improvement and therefore the AP1 revised scheme has been assessed as part of the operational assessment. Table 312 in the main TA is replaced by the following table:
Table 312: A51 The Rowe/Dog Lane/Bent Lane junction 2027 baseline and with the AP revised scheme junction capacity assessment
Approach Flow, PCU/hr
RFC Queue, PCU Flow, PCU/hr
RFC Queue, PCU
08:00 – 09:00 2027 future baseline 2027 with the AP revised scheme
A51 The Rowe (S) - - -
288 0.27 0
A51 The Rowe (W) - - - 249 0.25 0
Bent Lane - - - 0 0.00 0
Dog Lane - - - 41 0.05 0
17:00 – 18:00 2027 future baseline 2027 with the AP revised scheme
A51 The Rowe (S) - - - 303 0.29 0
A51 The Rowe (W) - - - 192 0.18 0
Bent Lane - - - 0 0.00 0
Dog Lane - - - 81 0.09 0
4.7.3 Paragraph 9.6.21 is replaced by:
“The proposed junction layout operates within capacity with the addition of the AP revised scheme.”
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Junction performance 2041
A51 The Rowe/Dog Lane/Bent Lane
4.7.4 Table 320 in the main TA is replaced by the following table:
Table 320: A51 The Rowe/Dog Lane/Bent Lane junction 2041 future baseline and with the AP revised scheme junction capacity assessment
Approach Flow, PCU/hr
RFC Queue, PCU Flow, PCU/hr
RFC Queue, PCU
08:00 – 09:00 2041 future baseline 2041 with the AP revised scheme
A51 The Rowe (S) - - - 316 0.30 1
A51 The Rowe (W) - - - 271 0.27 0
Bent Lane - - - 0 0.00 0
Dog Lane - - - 44 0.05 0
17:00 – 18:00 2041 future baseline 2041 with the AP revised scheme
A51 The Rowe (S) - - - 335 0.32 1
A51 The Rowe (W) - - - 212 0.20 0
Bent Lane - - - 0 0.00 0
Dog Lane - - - 90 0.10 0
4.7.5 Paragraph 9.6.39 is replaced by:
“The proposed junction layout operates within capacity with the addition of the AP revised scheme layout.”
Pedestrians, cyclists and equestrians
4.7.6 Table 323 summarised the permanent diversions, realignments and extensions required to PRoW to accommodate the original scheme. There is one amendment to Table 323 in the main TA. Stone Rural BOAT 34 is currently an unsurfaced route that will be upgraded in order to provide maintenance access. The AP revised scheme will realign Stone Rural BOAT 34, which will be realigned where it accesses the A51 Stone Road in order to improve visibility and thereby address safety concerns.
Table 323: CA3 permanent changes to public rights of way for non-motorised users (partial amendment)
PRoW name Change in length New over-or under bridge
Stone Rural BOAT 34 Up to 400m longer for non-motorised users
travelling in a westbound direction and 25m
longer for non-motorised users travelling in an
eastbound direction
None
4.7.7 The raising of the HS2 route between the B5026 Eccleshall Road and the northern extent of Yarnfield North embankment will result in minor realignments to Stone Rural Footpath 33 and Swynnerton Footpath 17. In both cases, the change in distance will be less than 10m compared to the original scheme and this does not affect the assessment for non-motorised users.
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5 CA4 Whitmore Heath to Madeley 5.1 SES changes and amendments
5.1.1 The original scheme is described in Section 6 of the main TA.
5.1.2 The SES changes and amendments relevant to traffic and transport in the Whitmore Heath to Madeley area is a correction to Phase 2a construction traffic flows on Manor Road and Holly Bush Lane.
5.2 Existing baseline
5.2.1 Baseline conditions are described in Section 5.6 of the main TA. This section of the main TA is unchanged.
5.3 Assessment methodology
5.3.1 The assessment methodology is described in Section 3 of the main TA with specific details and exceptions outlined in Section 10.2 of the main TA. This section of the main TA is unchanged.
5.3.2 The construction assessment considers the traffic and transport impacts in the peak month of construction activity at each location, based on the proposed phasing of works. The assessment also includes cumulative impacts arising from construction in the adjoining community areas as well as movements through the area.
5.4 Future baseline
5.4.1 Future baseline traffic and transport conditions are described in Section 10.2 of the main TA. This section of the main TA is unchanged.
5.5 Construction description
5.5.1 The construction description is reported in Section 10.3 of the main TA.
Construction HGV routes
5.5.2 Table 338 summarises the peak daily construction traffic flows in this area. Table 338 in the main TA is amended as a result of errors in reporting construction traffic volumes along Manor Road (between the original scheme and Camp Hill and Holly Bush Lane). This section of Manor Road should not have been reported as a HGV construction route.
5.5.3 In the main TA, along this section of Manor Road, peak HGV vehicles had been reported during construction as 85 vehicles in each direction and peak all vehicles had been reported as 190 vehicles in each direction. The correct figures are zero HGVs in each direction and 225 peak all vehicles in each direction. In addition, in the main TA, along this section of Holly Bush Lane, the peak HGV vehicles had been reported as 94 vehicles in each direction and peak all vehicles had been reported as 320 vehicles in each direction. The correct figures are zero HGVs in each direction and 225 peak all vehicles in each direction.
5.5.4 For clarity peak daily construction traffic flows on Manor Road between Bar Hill and the HS2 route remain unchanged.
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Table 338: CA4 peak daily construction traffic flow (partial amendment)
Location Direction15 Peak HGV Peak all vehicles
Manor Road (between HS2 route and Camp Hill)
NB 0 225
SB 0 225
Holly Bush Lane (between Newcastle Road and Madeley Road)
NB 0 225
SB 0 225
5.5.5 The remainder of Section 10.3 of the main TA is unchanged.
5.6 Assessment of construction impacts
5.6.1 Tables 340 and 341 in the main TA set out the 2023 traffic flows on highway links affected by construction traffic associated with the AP revised scheme for the AM and PM peak hour respectively. Tables 340 and 341 are amended, at Manor Road and Holly Bush Lane, to address errors in the main TA.
5.6.2 For clarity, peak hour construction traffic flows on Manor Road between Bar Hill and the HS2 route remain unchanged.
Table 340: 2023 future baseline with the AP revised scheme construction traffic (vehicles) – AM peak hour (08:00 – 09:00) (partial amendment)
Location Direction15 2023 baseline 2023 with AP revised scheme
AP revised scheme % change
Vehicles HGV Vehicles HGV Vehicles HGV
Manor Road (between the AP revised
scheme and Camp Hill)
NB 64 5 218 5 238.9% 2.0%
SB 99 3 253 3 155.7% 3.2%
Holly Bush Lane (between Newcastle
Road and Madeley Road)
NB 64 5 218 5 238.9% 2.0%
SB 99 3 253 3 155.7% 3.2%
Table 341: 2023 future baseline with the AP revised scheme construction traffic (vehicles) – PM peak hour (17:00 – 18:00) (partial amendment)
Location Direction15 2023 baseline 2023 with AP revised scheme
AP revised scheme % change
Vehicles HGV Vehicles HGV Vehicles HGV
Manor Road (between the AP revised
scheme and Camp Hill)
NB 75 1 229 1 204.0% 8.1%
SB 54 2 208 2 285.2% 6.0%
Holly Bush Lane (between Newcastle
Road and Madeley Road)
NB 75 1 229 1 204.0% 8.1%
SB 54 2 208 2 285.2% 6.0%
15 NB = northbound; SB = southbound
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5.7 Operation description and assessment of operation impacts
5.7.1 Operational impacts are reported in Section 10.6 of the main TA. This section of the main TA is unchanged.
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6 CA5 South Cheshire 6.1 SES changes and amendments
6.1.1 The original scheme is described in Section 6 of the main TA.
6.1.2 The SES changes and amendments relevant to traffic and transport in the South Cheshire area relate to changes and corrections to railway systems compounds and are listed as follows:
Changes to railway systems compounds: Since the submission of the Bill further information relating to the construction methodology of the installation of a slab track formation and hydraulically bound layer has meant that there is a need to change the operational characteristics of three railway systems compounds in the South Cheshire area. The changes to these compounds relate to: change to the operational period (duration and start/end date); change in the number of railway system workers (peak and/or average); and change in railway systems construction traffic numbers (HGV and cars/LGV) or duration of traffic. Whilst the changes to the construction
methodology of the installation of a slab track formation and hydraulically bound layer have the potential to increase the number of railway systems HGV movements these are generally later in the construction programme than civil engineering HGV movements. Any increase in traffic due to these changes will generally be relatively small in comparison to the peak level of traffic generated by the civil engineering works. As there is no increase or only a small
increase in peak traffic levels, it is not expected that there will be any materially different traffic impacts on the road network compared to those reported in the main TA; and
Corrections to the main ES: Corrections to nine railway systems compounds although there is no material increase in traffic levels compared to those reported in the main TA.
6.2 Existing baseline
6.2.1 Baseline conditions are described in Section 5.6 of the main TA. This section of the main TA is unchanged.
6.3 Assessment methodology
6.3.1 The assessment methodology is described in Section 3 of the main TA with specific details and exceptions outlined in Section 11.2 of the main TA. This section of the main TA is unchanged.
6.3.2 The construction assessment considers the traffic and transport impacts in the peak month of construction activity at each location, based on the proposed phasing of works. The assessment also includes cumulative impacts arising from construction in the adjoining community areas as well as movements through the area.
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6.4 Future baseline
6.4.1 Future baseline traffic and transport conditions are described in Section 10.2 of the main TA. This section of the main TA is unchanged.
6.5 Construction description
6.5.1 Changes reported in this section are a result of changes and corrections associated with railway systems compounds. These are set out in replacements and amendments to Tables 376 and 377.
Compounds and construction sites
6.5.2 Table 376 in the main TA shows the assumed workforce at each of the construction sites. Table 376 is fully replaced to show specifically the use of compounds by railway systems workers.
6.5.3 Table 376 includes railway systems compounds at Checkley Lane East main compound (including Checkley North embankment satellite), Checkley Lane West satellite compound, Den Lane welfare satellite compound, Den Lane East satellite compound, Den Lane West satellite compound, Delta Junction satellite compound, Crewe South cutting satellite, Waybutt Lane satellite compound, Swill Brook satellite compound, Heath Farm satellite compound, Creamery Bridge satellite compound, Crewe South portal satellite compound, Casey Lane East satellite compound, Basford Hall southbound satellite compound, Crewe South crossovers satellite compound, Motorail Terminal main compound and Alexandra Stadium satellite compound.
Table 376: Assumed workforce at construction sites
Compound type
Location Total number of workers
Number of workers (peak)
Number of staff
Average Peak
Satellite
and Main
Checkley Lane East main compound (including Checkley North
embankment satellite compound), civil engineering works
16 24 16 4
Checkley Lane East main compound (including Checkley North
Embankment satellite compound), railway systems works
15 18 13 10
Satellite Checkley Lane West satellite compound 6 15 13 3
Satellite Den Lane welfare satellite compound 41 100 95 10
Satellite Den Lane East satellite compound 8 8 8 0
Satellite Den Lane West satellite compound 16 100 95 5
Satellite Blakenhall northbound spur embankment satellite compound (West
Coast Main Line)
68 102 68 17
Satellite Blakenhall cutting satellite compound 28 42 28 7
Satellite Delta Junction satellite compound 6 8 8 1
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Compound type
Location Total number of workers
Number of workers (peak)
Number of staff
Average Peak
Satellite Crewe South cutting satellite compound, civil engineering works 64 96 64 16
Crewe South cutting satellite compound, railway systems works 26 38 37 4
Satellite Waybutt Lane satellite compound 26 38 37 4
Satellite Swill Brook satellite compound 8 13 12 1
Satellite Heath Farm satellite compound 11 24 20 4
Main Chorlton cutting main compound 16 24 16 4
Satellite Creamery Bridge satellite compound 10 50 45 5
Satellite Crewe South portal satellite compound, civil engineering works 12 18 12 3
Crewe South portal satellite compound, railway systems works 10 50 45 5
Satellite Casey Lane East satellite compound 8 8 8 0
Satellite Basford Hall southbound satellite compound 15 50 50 5
Main Basford cutting main compound 200 300 200 50
Satellite Crewe South crossovers satellite compound 16 55 50 5
Main Motorail Terminal main compound 55 55 40 15
Satellite Alexandra Stadium satellite compound (existing Network Rail land) 15 15 10 5
6.5.4 Table 377 shows the typical vehicle trip generation for construction site compounds in this area. Table 377 in the main TA is partially amended as follows:
at the Checkley Lane east main compound, for railway systems works, the indicative start date will be December 2024 (not January 2025); the estimated duration of the busy period will be reduced to two months (from eight months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 17 - 21 for cars/LGVs (from 42 - 82) and increased to 44 - 48 for HGVs (from 16 - 34);
at the Checkley Lane West satellite compound the estimated duration of use will be reduced to one year and two months (from one year and three months); the estimated duration of the busy period will be reduced to two months (from eight months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 14 - 17 for cars/LGVs (from 26 - 58) and increased to 44 - 48 for HGVs (from 19 - 34);
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at the Den Lane welfare satellite compound the indicative start date will be February 2025 (not January 2025); the estimated duration of use will be reduced to four months (from six months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 76 - 93 for cars/LGVs (from 99 - 224). The duration of
the busy period is unchanged;
at the Den Lane East satellite compound the estimated duration of use will be reduced to two years and two months (from two years and three months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to > 10 for cars/LGVs (from a peak of 18). The duration of the busy period is unchanged;
at the Den Lane West satellite compound the estimated duration of use will be reduced to two years and two months (from two years and three months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 55 - 87 for cars/LGVs (from 38 - 224). The duration of the busy period is unchanged;
at the Delta junction satellite compound the estimated duration of use will be reduced to one year and two months (from one years and three months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 6 - 8 for cars/LGVs (from 14 - 18). The duration of the busy period is unchanged;
at the Crewe South cutting satellite compound, for railway systems works, the
indicative start date will be August 2024 (not July 2024); the estimated duration of use will be reduced to one year and one month (from one year and six months); the estimated duration of the busy period will be increased to 11 months (from 10 months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 29 - 41 for cars/LGVs (from 57 - 84);
at the Waybutt Lane satellite compound the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 30 - 41 for cars/LGVs (from 58 - 84). The duration of the busy period is unchanged;
at the Swill Brook satellite compound the indicative start date will be May 2026 (not April 2026); the estimated duration of use will be reduced to three months (from six months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 6 - 7 for cars/LGVs (from 18 - 30). The duration of the busy period is unchanged;
at the Heath Farm satellite compound the indicative start date will be May
2025 (not July 2025); the estimated duration of use will be increased to 10 months (from nine months); the estimated duration of the busy period will be reduced to two months (from six months); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to 15 - 21 for cars/LGVs (from 29 - 32) and increased to
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70 - 80 for HGVs (from 28 - 32);
at the Motorail Terminal main compound the indicative start date has a provisional date of January 2024 (not October 2020); the estimated duration of the busy period has reduced to five months (from nine months); and the average daily combined two-way vehicle trips during the busy period and
within the peak month of activity will be reduced to a peak of 35 for cars/LGVs (from a peak of 130) and amended to 21 - 25 for HGVs (from 11 - 25); and
at the Alexandra Stadium satellite compound the indicative start date has a provisional date of January 2024 (not October 2020); and the average daily combined two-way vehicle trips during the busy period and within the peak month of activity will be reduced to a peak of 11 for cars/LGVs (from a peak of 34). The duration of the busy period is unchanged.
Table 377: Typical vehicle trip generation for construction site compounds in the South Cheshire area (partial amendment)
Compound type
Location Access to / from compound to main road network
Indicative start / set up date
Estimated duration of use (years)
Estimated duration of busy period (months)
Average daily combined two-way vehicle trips during busy period and within peak month of activity
Cars / LGV
HGV
Main and
satellite
Checkley Lane
East main
compound
(including
Checkley North
embankment
satellite
compound)
Checkley
Lane for site
set up and
servicing,
followed by
site haul
route linking
to the A53
Newcastle
Road
October
2020
Civil engineering -
4 years and 3
months
4 32 - 44 49 - 77
December
2024
Railway systems
works - 1 year and
9 months
2 17 - 21 44 - 48
Satellite Checkley Lane
west satellite
compound
Accessed via
Checkley
Lane to the
east and
west and
then via the
site
permanent
maintenance
roads
constructed
to the east
and west of
the HS2
route
January
2025
1 year and 2
months
2 14 - 17 44 - 48
Satellite Den Lane
welfare satellite
compound
Den Lane to
the A51
London Road
and site haul
route to
February
2025
4 months
3 76 - 93 up to 10
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Compound type
Location Access to / from compound to main road network
Indicative start / set up date
Estimated duration of use (years)
Estimated duration of busy period (months)
Average daily combined two-way vehicle trips during busy period and within peak month of activity
Cars / LGV
HGV
Newcastle
Road
Satellite Den Lane east
satellite
compound
Den Lane to
the A51
London Road
and site haul
route to
Newcastle
Road
January
2024
2 years and 2
months
7 up to 10 up to 10
Satellite Den Lane west
satellite
compound
Den Lane to
the A51
London Road
and site haul
route to
Newcastle
Road
January
2024
2 years and 2
months
4 55 - 87 up to 10
Satellite Delta Junction
satellite
compound
Accessed via
Den Lane
and then the
site haul
route
January
2025
1 year and 2
months
11 up to 10 10
Satellite Crewe South
cutting satellite
compound
Accessed via
the diverted
Chorlton
Lane to
Newcastle
Road, the
A531
Newcastle
Road and the
A500
Newcastle
Road
October
2020
Civil engineering -
4 years and 3
months
11 128 - 176 146 - 199
August
2024
Railway systems
works - 1 year and
1 month
11 29 - 41 up to 10
Satellite Waybutt Lane
satellite
compound
Den Lane or
Chorlton
Lane to
Newcastle
Road, the
A531
Newcastle
Road and the
A500
Newcastle
Road and site
haul routes
January
2025
1 year 9 30 - 41 up to 10
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Compound type
Location Access to / from compound to main road network
Indicative start / set up date
Estimated duration of use (years)
Estimated duration of busy period (months)
Average daily combined two-way vehicle trips during busy period and within peak month of activity
Cars / LGV
HGV
Satellite Swill Brook
satellite
compound
Accessed via
the diverted
Chorlton
Lane to
Newcastle
Road, the
A531
Newcastle
Road and the
A500
Newcastle
Road and site
haul routes
May 2026 3 months
3 up to 10 up to 10
Satellite Heath Farm
satellite
compound
Accessed via
the diverted
Chorlton
Lane to
Newcastle
Road, the
A531
Newcastle
Road and the
A500
Newcastle
Road and site
haul routes
May 2025 10 months
2 15 - 21 70 - 80
Main Motorail
Terminal main
compound
A500
Shavington
Bypass
January
2024,
provisional
date
2 years and 9
months
5 35 - 35 21 - 25
Satellite Alexandra
Stadium satellite
compound
(existing
Network Rail
land
A500
Shavington
Bypass
January
2024,
provisional
date
2 years and 9
months
33 11 - 11 up to 10
6.6 Assessment of construction impacts
6.6.1 Construction impacts are reported in Section 11.4 of the main TA. This section of the main TA is unchanged.
6.7 Operation description and assessment of operation impacts
6.7.1 Operational impacts are reported in Section 11.6 of the main TA. This section of the main TA is unchanged.
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7 Route-wide and off-route assessment 7.1 Introduction
7.1.1 The main TA presented an assessment of potential route-wide and off-route impacts.
7.1.2 There are no route-wide traffic and transport related impacts associated with the AP revised scheme. The only off-route impacts are related to highway modifications in the Hill Ridware area.
Off-route highway modifications
7.1.3 Table 426 of the main TA (not re-presented in this report) summarises the location and nature of the works proposed for the original scheme and identifies whether they are required for temporary or permanent access. Table 426 in the main TA is amended such that there will be no modification to the B5014 Uttoxeter Road and no provision of six passing bays. The Hill Ridware construction route, described in Section 2 of this report, removes the need to provide any passing bays along the B5014 Uttoxeter Road.
7.1.4 The remainder of Section 12 of the main TA is unchanged.
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8 References HS2 Ltd (2017), High Speed Rail (West Midlands-Crewe) Environmental Statement. Available online at: https://www.gov.uk/government/collections/hs2-phase-2a-environmental-statement.
March 2018
High Speed Two (HS2) LimitedTwo SnowhillSnow Hill QueenswayBirmingham B4 6GA
08081 434 [email protected]
High Speed Rail(West Midlands - Crewe)Supplementary Environmental Statement and Additional Provision Environmental StatementVolume 5: Technical appendices
G29
Transport assessment addendum (TR-001-000)
G29
Transport assessment addendum (TR-001-000)